Valve mechanism for air-brakes.



No. 634,960. Patented Oct. I7, I899.

E. G. SHUBTT.

VALVE MECHANISM FOR AIR BRAKES.

4 (Application filed Mar. 22, 1899.) (No Model.) 8 Sheets-Sheet l.

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N0. 634,960. Patented Oct. I7, I899. E. G. SHDBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

(No Model.) s Sheets-Sheet 2.

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No. 634,960. Patented Oct. l7, I899. E. G. SHUBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

I\ WITNESSES l gm i. Mam-L Q a ATTORNEY TH: NORRIS PETERS 0o.PnoTo-Lxma. WASHINGTON n c.

E. G. SHOBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.) (No Model.) 8 Sheats8heet 4,

Patented on. l7, I899.

MERGE NC Y POS/T/O/V.

WITNESSES 3 INVENTOH 9%). W 9 LMpZ/W ATTOHNE? Tu: Nonms PETERS 00.,PHOTO-7110.. wnsumumm a. q

NO. 634,960. Patented Oct. l7', I899.

E. G. SHORTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed. Mar. 22, 1899.) v (No Model.) 8 ShetsSheet 5.

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A TTOHNE Y m: NORRIS PETERS ca. no-ro-Lrmm, WASHINGTON, m c.

No. 634,960. Patented Oct. 17, [899. E. a. SHORTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.) (N 0 HI 0 d a l 8 Sheets-Sheet 6,

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A TTUBNE Y No. 634,960. Patented Oct. [7, I899. E. G. SHOBTT. VALVEMECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

8 Sheets-Sheet 7,

(No Model.)

INVENTO/i Gig/54m Arfofi/wsr W/TNESSES No. 634,960. Patented Oct. l7,I899.

E. G. SHORTT. VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

8 Sheets-Sheet' a,

(No Model.)

INVENTOR WITNESSES g W J z A TTOHNE Y wnsuium'ou. o. 1;

THE may"; PETERS 00.. wrimutno PATENT EDYVARD G. SHORTT, OF CARTHAGE,NE? YORK, ASSIGNOR TO CHARLES GOODWIN EMERY, TRUSTEE, OF CLAYTON, NEWYORK.

VALVE MECHANISNL FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 634,960, dated October17, 1899.

Application filed March 22, 1899. Serial No. 710,121. (No model.)

New York, have invented certain new and useful Improvements in ValveMechanism for Air-Brakes; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appcrtains to make and use thesame.

This invention relates to certain improvements .in a valve mechanism foroperating and controlling an air-brake system.

The basic or predominant feature of these improvements consists in theutilization of train-pipe air for all ordinary graduation or serviceapplications instead of the employment of. reservoir air for suchpurposes, as is commonly the case, thus leaving the reservoir-supplycomplete and intact for use in emergency cases. Among other numerousdistinguishing and important characteristic attributes of the presentmechanism may be mentioned the provision of a special storage of airseparate and distinct from the auxiliary reservoir and located at apoint contiguous to the piston, which acts eXpansively against saidpiston, and thereby furnishes the motive power to actuate the valvemechanism for purposes of graduation, emergency, and release, besidessupplying pressure to unite with train-pipe pressure in thebrake-cylinder during service applications of the brakes; a cutoutdeiice whereby a dismantled, inoperative, or injured valve may beeliminated from the series and so conditioned as not to interfere withthe operation of the other valves; the acceleration of thereduction-wave and quickening of the operation of all the valves in theseries from end to end at the time of emergency by causing thetrain-pipe air at such time to, be discharged directly into theatmosphere and not introduced into the cylinder; the achievement ofextreme simplicity in the structure and arrangement of the me ehanicalparts in that service and emergency applications of the brake areeffected through the use of but a single disk or piston, and otherimportant appurtenances or modes of operation subsidiary to theforegoing which I have specified or derivative therefrom.

To the end, therefore, that the best eifects may be procured with aminimum complexity of mechanical parts the invention consists,essentially, in the construction, arrange ment, and combination, and innumerous details and peculiarities thereof, substantially as will behereinafter described, and then more definitely pointed out in theclaims.

A well-known defect of air-brake systems as at, present practicedresides in the fact that oftentimes on long grades or where stops arevery numerous the ordinary graduation or service applications of thebrake consume the auxiliary-reservoir air and reduce the pres suretherein to such an extent that should a perilous situation arisedemanding thefull reservoir-pressure the latter could not be had, owingto the inability of the reservoir to be recharged after the said serviceapplications in season to meet the exigency, and accordingly, therebeing no adequate quantity of air on hand, an accident of necessityensues; but with my present improvements, having ervoir for emergentcases, I am enabled to entirely obviate such defect and present a muchmore cfficient and reliable brake mechanism.

In the accompanying drawings, illustrating my invention, Figure 1 is adiagrammatical representation indicating the principal parts of anair-brake mechanism embodying my present improvements. Fig. 2 is acentral vertical section of the valve mechanism, the operative partsthereof being in the release position. Fig. 3 is a similar sectionalview showing the parts in the position that may be termed the graduationposition. Fig. 4 is a similar sectional view showing the ac-' tive partsoccupying the emergency position. Fig. 5 is a horizontal sectional planview of the valve-body and other parts on the line 0; a of Fig. '2, thestorage-cap being shown in plan. Fig. 6 is a partial central verticalsectional view on the line b b of Fig. 7 of the valve mechanism, showingthe movable parts 75 for their object the taking of pressure from in theposition which they assume when the Valve is withdrawn from active usein the series by the intervention of the cut-out devices. Fig. 7 is avertical sectional view of the same, and also of other parts, taken onthe line 0 c of Fig. 6 and at right angles to the plane of the sectionof Fig. 6. Fig. 8 is a perspective view of the slide-valve seat. Fig. 9is an upright perspective view of the slide-valve. Figs. 10, 11, and 12are side elevations of the same valve and show different faces thereof.Fig. 13 is a longitudinal section of this valve on the line 00 w of Fig.10. Fig. 14 is a perspective view of the bridgepiece which holds theslide-valve to its seat. Fig. 15 is a longitudinal sectional view of theslide-valve on the line y y of Fig. 10 and shows more particularly therelative arrangement of the graduating-val ve, which operates within theslide-valve. Fig. 16 is a sectional View in detail of a portion of thecasting which forms the slide-valve seat, showing conventionally thearrangement of the ports and passages therein relatively to those in theadjoining parts of the main-valve body. Fig. 1'7 is a cross-section onthe line dd of Fig. 15. Fig. 18 is a cross-section on the line 6 e ofFig. 15. Fig. 19 is a detail View of the slidevalve seat, theslide-valve therein, and the retaining-spring for said valve, themainvalve body not being shown. Fig. 20 is a view of the emergency-valveseat from the interior of the valve-body. Fig. 21 is an opposite endview of the same.

Similar numerals of reference designate corresponding parts throughoutall the-different figures of the drawings.

Referring to the conventional delineation in Fig. l of the principalparts of an air-brake system in connection with which my presentimprovements are displayed for explanatory purposes, 1 denotes the mainreservoir; 2, the engineers valve; 3, the trainpipe; 4, the elbow at thejunction of the train-pipe with the triple-valve body; 5, the auxiliaryreservoir; h,thebrake-cylindercontainingthepiston 7, having a piston-rod8, equipped with a spring 9; 10, the air-conveying pipe leading from thetriple valve to the brake-cylinder and passing through the auxiliaryreservoir, although not communicating with th latter.

I proceed now to describe the valve mechanism. The operative parts ofthis mechanism can be obtained within a suitably-shaped body or casing23, into which train-pipe air is inducted through the elbow 4 from thetrainpipe 3. Securely bolted to the valve-body 23 is a cap-plate 11,having an interior com part.- ment in the form of an open-endedreservoir sufficiently large to contain a greater or less quantity ofair, and this cap I denominate a special air-chamber orspecialair-storage cap. An interposed packing makes a tight jointbetween the two parts. It will be particularly noted thatthis-storage-chamber is entirely separate and distinct from the aux afixed collar 16 and an enveloping spiral spring 15, which is tensionedbetween the collar 16 and the recessed screw-plug 13, that receives theother end of the rod 1 1, said plug 13 being screwed into an opening inthe center of the outer surface of cap 11, which opening admits into theinterior of the stem 12, so that by removing plug 13 the rod and itsspring may be withdrawn, if desired. At one point in the wall of thestem 12 is a port 17 for the drainage of such moisture as may accumulatewithin the stem. The outer tip of rod 14 acts as a yielding stop and isin a position to be met by the moving piston, the result of which wouldbe to temporarily cause the end of the rod to recede to a position flushwith the end of stem 12 and at the same time to compress the spring 15.When the spring again expands, the stop by acting against the pistoncauses it to move and close the feedport, whereby air enters fromtrain-pipe into the storage-cap. This closing of said port takes placeat the time of the equalization of pressure on opposite sides of thepiston, all as will be presently explained.

The storage-cap 11, as has already been stated, is securely fastened tothe main-valve body 23. The large opening in the left-hand end of cap 11coincides in a general way with another opening in the valve-body. Thereis situated in these coincident openings a casting 24, formed with acylindrical ring or barrel 21, that extends a short distance into theinterior of cap 11 and functions as a guide for the play of the pistonor movable abutment l8, and formed also with a flange 25, which isinterposed and securely gripped between the meeting edges of thestorage-cap and the valve-body, as is clearly shown in Figs. 2, 3, and4, also, with a central horizontal tubular passage for the piston-stem20; also, with an angular end 28, which provides a bearing for thevalve-operating lever at a point substantially opposite to theingresspassage for the train-pipe air, and also with certain ports andpassages that will hereinafter be more fully set forth. The inner faceof the cylindrical guide 21 is provided with a single feed-port22,through which air passes from one side of the piston 18 to the otherwhen the latter occupies the position shown in Fig. 2. Piston 18 [itsneatly within the cylindrical guide 21, being susceptible of areciprocatory movement within the same, it being exposed constantly totrain-pipe pressure on its left "37 is so constructed and applied as toexercise hand side and on its opposite side to the pressure of thevolume of air within the storagecap. The piston 18 has a centralprojection 19 on the right thereof adapted to contact with the end ofthe rod 14. Said piston also has a peripheral packing-ring. Its stem 20projects through the central opening in the casting 24:, beinglongitudinally channeled, grooved, or ribbed to provide passages for theair, so that the latter can pass from train-pipe space 97 in theinterior of valve-body alongside the stem 20 to the piston 18 andthrough the feed-port 22 past the piston into the stor age-cap 11. Theend of the stem 20 is'slotted at 26 to permit the passage loosely therethrough of the valve-operating lever 27, the lower end of which isrounded for the purpose of loosely engaging, with a pivot effect, acurved bearing 28 in the casting 24, within which bearing it is held bymeans of the transverse horizontal shaft 38, the opposite and free endof the said lever 27 being arranged to engage the slide-valve and alsothe graduating-valve.

In the valve-body at a point which for purposes of description merelymay be mentioned as beingvertically opposite to thetrainpipe-air-ingress passage of said valve-body is secured theslide-valve seat 29, designed to permit the location therein andtherewith of the rectangular slide-valve 31, said valve-seat beingrepresented in perspective view in Fig. 8 and said slide-valve beingshown in perspective View in Fig. 9. An opening in the wall of the body23 contiguous to the said valve-seat 29 isclosed by means of the screwplug or stopper 32, having on its inner side an integral pin 33,surrounded by a spring 34, which acts against a horizontal bridge-piece37, (shown in detail in Fig. 14,) and having lugs or dowels 35 35, thatloosely engage correspondingly-shaped openings in the seatpiece 29, saidbridge-piece covering the slide valve 31 when it is in the positionshown in Figs. 5 and 19 and holding the latter to its seat at the timeof release. The bridge-piece its chief function at this time; but itlikewise at all times covers a portion of the valve, as stated, andpermits it to have such endwise motion as may be necessary to enable itto perform its appropriate functions in the operation of the valvemechanism. The valve seat 29 on the side nearest the removable plug 32although having a general circular form is not completely so, butconsists principally of the two parts 38 and 39, the part 38 comprisingan are less than a semicircle and the part 39 being only a very smallarc, but both of said parts having flat upper faces over which thebridge-piece 37 easily fits, and having likewise at right angles to theaforesaid faces the parallel vertical inner faces, between which theslide-valve 31 reciprocates. A flat spring 4O, situated between the part39 and the adjacent face of the slide-valve 31, fulfills the function ofkeeping said valve pressed i tightly against the ported face of the part38. The lower portion of the valveseat 29 is a cylindrical part 30 ofless diameter than the front portions 38 and 39, and said part 30 issecurely fastened in the main-valve body 23, as shown very clearly inFigs. 2, 3,4, and 7. It will also be seen that this upper portion of thevalve-seat 2.), as well as the slide-valve that is operativelypositioned in the said seat, is situated within a chamber 81, Which issecnrely closed by the aforesaid stopper 32 and is air-tight except forsuch passage of reservoir-air therethrough as the functions of theapparatus may demand in accordance with its operation, as will be setforth. This chamber may be termed the auXiliary-reservoir space. Italways contains air at reservoirpressure that enters it through port66,1eading directly from reservoir 5, and the pressure of this airconstantly presses the slide-valve to its seat.

In the valve-body 23 adjacent to the reservoir-space 81 is located agraduation-stop 67, that projects horizontally into the space 81 for acertain distance, and with which stop the slide-valve contacts when themovable parts are in graduation position and which stop is retruded bythesudden shifting of the slide-valve at the time of emergency. Thisstop is a yielding or spring device, and therefore assists afteremergency action to restore the slide-valve to its former position assoon as the pressure is released. A small recess in the valve-body 23near the space 81 contains the end of the graduatingstop 67, on which isa collar 69, between which collar and a screw-disk is tensioned acompressible spiral graduating-spring 68, which when it expands actsagainst the collar and moves the stop. A screw-disk 7O closes the lowerend of the spring-containing recess and is perforated centrally with asquare or other shaped hole or slot to allow for the engagement of awrench therewith. The purpose of the graduating-stop is to provide anabutment that will accurately define or determine the position of theslide-valve in graduation action.

The slide-valve 31 is preferably of rectangular form, having on one ofits faces an inclined lug 42, which engages with an inclined or beveledgroove 36 in the bridge 37. Lug 42 is only part of the width of thevalve 31, (see Figs. 5 and 9,) and consequently the bridge on each sideof its bevel 36 presses tightly against the lug-provided face of valve31. When the valve 31 is in running position, the lug 42 will be incontact with the inside of the bevel, and should valve 31 be moved tothe right beyond this position the efiect will be to move the bridgelaterally toward the stopper for a slight distance, thereby compressingthe spring 3%, and consequently more tightly straining the valve 31against that portion of its seat which is opposite to the said bridge37.

Valve 31 is bored from end to end with. a

passage varying in diameter. The extreme ends of this passage areinternally screwthreaded. At one end is inserted a screw 55, while atthe other end is a similar screw 56, the heads of these screws beingturned down tightly against the ends of the valve. On the face of valve31 opposite to lug 42 is a longitudinal slot 49, cut through into thecentral bore, which slot receives the end of the vibratory lever 27.Within the central bore is the elongated graduating-valve 53, having anotch 54 cut therein coincidently with the slot 49. The end of the lever27 which passes through the slot 49 engages the notch 54. The notch 54is slightly shorter than the slot 49. Viewing the slide-valve on thatface having the lug 42, as shown in Figs. 5 and 19 that is to say, uponits upper face-and referring to the face at the left hand, which face Ihave designated 82, the same being shown in Figs. 9 and 12, it will beseen that on this face about midway of its length is a recess 46,0fsquare or rectangular form,which I designate as an exhaust-port. Not farfrom this recess 46 in face 82 are two small ports 47 and 48, alinedwith each other, but separated by a short distance, and these portsdeliver air from the storage-cap 11. The face of valve 31, wherein isslot 49, is shown in Figs. 9 and 11 and is denoted by numeral 83. Nearone end of this face is a recess 50, preferably of rectangular form, oneend of which is on thelongitudinal edge of the valvepiece and is open atthat point, as shown, so that the recess 50 can be entered from thatface of the valve lying at the right hand of the lug-provided face, andthis recess 50 I designate as the emergency-port of the slide-valve. Inface 83, immediately below the emergency-port 50, is a small port 51,which is in use at the time of graduation action. Inside of the valve31, near one end of the central bore, are one or more ports 62, leadingfrom the space 84 to the graduationport 51, and a short distance fromspace 84 is a port 63, leading through the wall of valve 31 to the twinports 47 and 48. The graduation-valve 53 has a conical section 58,adapted to seat itself on a corresponding conoidal seat 59, and in thisseat 59 the port 63 is located. The graduating-valve 53 beyond theconical portion 58 has a slender neck 60, terminating in a disk valve61, adapted to seat itself upon the left-hand or adjacent side of thespace 84 at certain periods in the operation of the device. As, forinstance, suppose that several successive graduation applications of thebrakes are had without any intervening release action and that inconsequence the pressure in the cylinder increases until it has beenequalized with that in the train-pipe. Then if another reduction is madethe disk valve 61 will seat itself, because no more air can be carriedinto the cylinder, and the back pressure from the cylinder will act toclose said valve. Said neck passes loosely through a portion of thecentral bore having a narrow diameter, all as clearly represented inFig. 15. Furthermore, the graduating-valve 53 is provided with laterallongitudinal grooves 57, serving as ports through which air may passfrom the inlet at notch 54 to the conical valve 58 and thence to thedisk valve 61 and into the space 84, and also it will be noticed thatair may pass in the opposite direction into the space between the end ofvalve 53 and the end of the bore for the purpose of balancing the valveand preventing any end thrust of the valve at this point.

Face 82 of the slide-valve 31 abuts against and slides upon a plane faceof part 38 of the valve-seat 29, and in this face is a small port 45 andtwo companion ports 43 and 44. The port 45 is for storage-cap air andcommunicates with the storage-cap 11 through the long passage 65. Theport 43 is an exhaust-port and communicates through the passage with theport S6,whereby the exhaust reaches the atmosphere. Port 44 communicateswith the passages 96, leading to brake-cylinder, said passages or portscoursing in any desired direction through the metal of valve-seat 29 andthat of the valve-body 23 and connecting likewise with the mainbrake-cylinder port 52. At the time of release the exhaust-recess 46 onthe face of the slide valve 31 connects ports 43 and 44, and thepressure is thereby permitted to escape to the atmosphere. In the innercylindrical part 30 of slide-valve seat 29 is a rectangular horizontalslot 41, which coincides with the slot 49 in the valve 31 and throughwhich passes the lever 27. In the seat, nearslot41, is the port 52, withwhich either the emergency-port 50 or the graduation-port 51 is adaptedto register, and said port 52 leads to the brake-cylinder.

78 denotes the emergency-valve. It has a stem 77, which projects into aposition proximate to the end of the piston-stem 20 and serves as anabutment to assist in defining the position of the parts when themechanism is in graduation position and is retracted when the partsassume emergency position, the latter being shown in Fig. 4. The valve78 is equipped with a spring 79 within a hollow screw-plug 72, whichscrews into the end of the valve-body 23 at the center thereof. Theemergency-valve seat 87 is shaped with lateral horizontal passages 88,(see Fig. 2l,which represents an interior view of the seat 87,) thatlead onward into the hollow plug 72. In the seat-piece 87 is also thecurved channel 80, which is closed by the valve 78 when it is on itsseat, but is uncovered by the valve at the time of emergency,whichchannel 80 communicates with the lateral outlet 71 in the wall of thevalve-body 23, which outlet 71 allows air to escape directly into theatmosphere. ordinarily, train-pipe air entering the mechanism will passthrough the openings 88 into the hollow chamber 72 and thence throughthe lateral feed-port 74 into the auxiliary reservoirgi, to which thetriple-valve deviceis se-- \Vhen the valve 78 is closed, as it is cured.Port 74 is provided with a springcover or tongue-valve 73, fastened tothe side of plug 72 by a screw 75 or other equivalent; device and keptfrom opening too widely by the wire guard 7 G. The pressure of the airfrom the train-pipe will easily overcome the tension of valve 73 andpermit air to feed gradually into the reservoir, and there can of coursebe no backflow of such air, as the cover 73, opening as it does in onlyone direction, will not permit a return movement. WVhen theemergency-valve 7 8 is opened wide, however, the train-pipe air insteadof going into the auxiliary reservoir will all be directed through theopenings and 71 into the atmosphere, and such storage air as may findits Way at the time into the interior of the valve-body will likewise becarried into the atmosphere along with the train-pipe pressure.

The central casting 2l,that carries the main piston of the apparatus, isprovided with a long passage 98, running from the bearing of the lever27 toward the right hand to the storage-cap 11. This passage 98communicates with the interior train-pipe space 97, containingtrain-pipe pressure, by a lateral port 89. WVithin passage 98 is a loosepin of sulficient length to cover the port 89 at such times as the lever27, with which the lower end of the pin is in contact, is in its bearing28. Tensioned above the pin 90 in the passage 98 and having a bearingagainst an angular part of said passage is a spring 91, the normaleffect of which is to force the pin 90 against the lever 27. Thetransverse horizontal cutout shaft 38 has a cut-away portion 92 oppositeto the bearing end of lever .7, so that when said shaft 38 is rotatedsufficiently to allow the end of lever 27 to drop into the cutawayportion 92 the said lever will obviously move out of its bearing 28, andit will be as sisted in-this movement by the thrust of the spring-pushedpin 90. This shooting of the pin 90 will be suificient to cause itsright-hand end to clear the port 89, the pin 90 thus aeting as a valveand uncovering port 89, so that air-pressure can pass through passage 98and port 89 from storage-cap 11 to the space 97, and vice versa. Thislatter position of the parts is clearly defined in Fig. 6. Thedislodgement of the lever 27 from its fulcral bearing, and theconsequent temporary destruction of this element as a lever, takes placeby rotating shaft 88 when it is desired to cut out the valve to which itbelongs by reason of said valve having become broken or injured in someway. When the lever 27 is thus made idle, the slide and graduationvalves are also withdrawn from use, so that no graduation effect cantake place and no employment of reservoir air. Should an emergencyreduction be made, the sudden withdrawal of the air from one side of thepiston will obviously result in opening the emergency-valve andpermitting train-pipe air to escape, thus causing emergency action inall the valves of the series. Should a graduation reduction be effected,the piston would be moved by the expansion of the storagecap air, andwere it not for port 88 the expansive force of the cap-air might besufficient to causev the emergency-valve to be opened; but with theprovision of said port, which establishes a connection between thetrain-pipe space and the cap interior at a time when the valves areinoperative, it will be seen that a graduation red uciion will reducethe pressure equally on both sides of the piston and obviate the chanceof an emergency venting of train-air at the wrong time, which wouldcause all the valves to be opened in the same way throughout the entireseries or length of train. One or any number of brakes maybe cut out inthis way, and where so eliminated they will exert no retarding effectupon the rapidity with which the other valves may be actuated, so thatthe quick actionof the mechanism will not be interfered with. The shaft35 is supported in hearings in the valvebody 23, one projecting endthereof being squared or otherwise shaped, as at 93, to permit theapplication of a wrench or handle thereto. At the other end of shaft 38is a spring 94, held against the shaft by a screwnut 95, between whichand the end of the shaft it is interposed for the purposeof keeping theshaft in position endwise and making a tight joint at the oppositebearing of the shaft, while at the same time it is permitted to beeasily operated.

It now remains to describe the practical op eration of the constructionwhich has just been set forth.

I will first explain what would take place during the initial chargingof the entire apparatus to start the system in operation. Suppose thattrain-pipe air at full pressure is allowed to enter the valve-body 23.It will fill train-pipe space 97, the interior of the valve-seat slot41, the channels or grooves on the piston-stem 20, the hollow screw-plug72, and such other of the interior parts of the valve-body as are indirect communication with the space 97, and, what is of greatestimportance, it will act upon the side of piston 18, propelling the sameuntil the central projection 19 thereof contacts against the end of theyielding stop 14 and compresses it as far as possible. The parts willnow all be in the position which may be termed full release and is shownin Fig. 2. The edge of piston 18 being directly opposite to the feedport22, the port will be open and air can flow from one side of pistonlSthrough said port into the interior of the storage-cap 11. At the sametime air is flowing through port 7% for the purpose of charging theauxiliary res ervoir. This flow will continue until all the parts arecharged with air at train-pipe pressure. Then the air within thestorage-cap will equalize with the pressure on the other side of piston18, at which time the spring 15, which in its presentcompressedcondition will furnish an excess of pressure on the cap sideof the piston, will come into play, expanding and driving the stop 14outward, and thus urging the piston 18 toward the left un til it passesand closes feed-port 22, when the piston will assume the position calledrunning position. The position of the slide and graduation valves willnot change at this time, however, since they are similarly placed duringrelease and running positions, or when the piston occupies either of thetwo positions, because the slots in valves allow the free end of thelever to have play enough to permit the piston to change from releaseposition to running position without affecting the position of thevalves. There will now be a volume of air in the storage-cap actingagainst the piston, and when feed-port 22 is thus closed said volume isentirely out olf from all connection with the train-pipe supply. Theslide-valve and graduatingvalve are now closed, (see Fig. 5,) becausethe lever 27 has been vibrated in correspondence with the previousright-hand movement of piston, thereby shifting the slide and graduationvalves, and hence train-pipe air cannot pass through the graduation-valve and reservoir-air cannot pass through the emergency-port of theslide valve, although,as will be readily perceived, the rese1woir-space81 contains air at reservoir-pressure, which it receives directlyfromthe reservoir through port 66, and thus the slide-valve is maintained inposition closely on its seat, as shown in 2 and 5. Air also fills thecap-port 65, which leads to the port 45 in the slide-valve seat, whichat this timeis closed. The exhaust-recess, however, is in the positionwhere it connects the ports 43 and 44, through the passages 99 and 96,with the atmosphere at the outlet-port 86. It may also be mentioned thatthe emergencyvalve 725 is at this time closed.

In the second place, let us assume that the parts are in runningposition and it is desired to pass to graduation position. WVe will describe what takes place when the brakes are to be applied for thepurpose of making a stop or on a downgrade, the application being of agraduation or service character. (See Fig. 3.) The pressure in thetrain-pipe will be reduced in the usual way to a greater or less extent,and this will cause the piston 18 to pass from the running position,carrying with it the lever 27 and causing the free end of said lever,which projects through the valve-seat slot 41 and engages theslide-valve slot 49 and the graduating-valve notch 54, to shift thegraduation-valve and likewise the slide-valve. In view of the fact thatthe notch 54 is shorter than the slot 49 lit will be obvious that thevibration of the lever 27 will first produce an effect on thegraduationvalve, moving it to the left sufficiently far to release theconical valve-section 58 from the conoidal seat 59, and the continuedmovement of the lever 27 will cause it to strike the end of slot 49, andthus the slide-valve itself be moved, which movement will stop when theend of the slide-valve (which is the screw 5(5) impinges against thegraduating-stop 67. It will also be noticed that during this shiftingmovement of the valve it will stop at the time when and because of theconjunction of its ports leading from the train-pipe space and the capinterior with the port leading to the brake-cylinder, so that air willbegin to flow to the latter, and the grad dating-stop, already describedand pointed out, serves, as far as its function in graduation goes,mainly for the purpose of more accurately defining the position of theslide-valve, it being also borne in mind that the main piston has itsgraduation limit demarked by the contact of its stem with theyieldingemergency-valve stop. This endwise movement of the slide-valve will bein the midst of the reservoir-pressure, which acts to keep the valveclosely on its seat. The movement of the grad uating-valve,which causesthe seat 59 to be uncovered, opens the inner port 63, which communicateswith the lateral ports 47 and 48, one of which ports, as 48, is now incoincidence with the storagecap port 45, so that air coming from thestorage-cap through passage enters port 48 and flows through port 63 tothe chamber 54 in the end of slide-valve. Furthermore, the train-pipeair passes from chamber 97 through slot 41, slot 49, notch 54, thenceonward through the side graduating-valve passages or ports 57 into thechamber 84, whence the combined air finds exit through port or ports 62at port 51 into brake-cylinder port 52, which is now registering withthe said port 51, and from port 52 through the passages 96 and 99pressure is transmitted to the brake-cylinder. Air will continue to flowunder these circumstances through port 65 from storage-cap 11 andthrough the graduation-valve, as explained, until the pressure in thestorage-cap falls below the reduced train-pipe pressure. When thisoccurs, piston 18 will adjust itself enough to cause the lever 27 toclose the graduation-valve without disturbing the position of theslide-valve.

In passing from running position to an .emergency application when thereis a sudden and large reduction of pressure in the train-pipe (see Fig.4) the piston 18 will be urged to the utmost limit of its travel,carrying with it of course the lever 27, which will actuate thegraduating-valve, primarilyopening the same, and will also actuate theslidevalve, which will be reciprocated with such celerity and force asto compress the springstop 67, while at the same time the end of thepiston-stem 20 will act against the end of the emergency-valve stem 77,opening the emergency-Valve 78, so that all the train-pipe air withinthe interior of the valve-body can escape through the lateral outlet 71.This change in the position of the slide-valve will bring theemergency-port 50 into communication with the cylinder-port 52 leadingto the brake-cylinder, thereby cutting off and vent into the atmosphere.

closing the graduatiomport 51, and hence air will flow fromauxiliaryreservoir through the space 81 into the brake-cylinder. Whenthe piston 18 is in its extreme position at the time of emergency, theperiphery thereof will be below the upper end of the vent-port 64, as isshown in Fig. 4, so that whatever air may be left in the storage-cap 1 1may find exit through this port into the interior of the valve-body,where it will mingle with the train-pipe air, and the storage-cap airwill be effectually and immediately disposed of, along with thetrainpipe air, by transfer to the atmosphere, While the reservoir-air isput to work in the brakecylinder.

The release of the air from the storage-cap at time of emergency istimed by the size of the discharge-port, said port being restricted insize, so that enough air will remain in the cap to keep theemergency-valve open until all the train-pipe air has'been vented to theatmosphere, after which the emergency-valve spring will act to close thevalve. Whenever it is desired after braking action to restore the partsagain to running position, and for this purpose the pressure in thetrainpipe is restored, the result will be, of course, to slightly movethe main piston, thereby actuating the valve-operating lever andreciprocat-ing the sl ide-valve sufficiently to discon neet thegraduation-port 51 from the brakecylinder 52 and at the same time causethe exhaust-port 46 to connect the cylinder-port 44: and the port 43,which leads to the atmosphere.- The pressure can accordingly find It hasbeen hereinabove noticed that the storage-cap port 45 is adapted forcommunication with either of the two ports 47 and 48, there being anintervening solid connection between said two ports. The purpose of twoports instead of simply one may now be pointed out. It has been statedthat the grad nation-port 48 registers with porter"), and airfrom thecap passes through the grad nation-valve to the cylinder.

When there is only one port, however, a certain amount of air is left inthe cap. Now in case it is desired to pass from a graduation applicationto an emergency application the port 48 will leave the port 45, and thesolid intervening connection between ports 47 and 48 will momentarilycover port 45, and during the time that the port 45 is so covered asmall amount of air is kept trapped in the storagecap, where itfunctions to exert a little additional or extra impelling force on thecap side of the main piston, whereby the reciprocatory movement or throwof the said piston is accelerated, thus enablingthe emergencyapplication to be accomplished more speedily than would be possible werethe whole of the storage-cap air removed at the time of the conjunctionof port a8 with port 45. Of course as soon as the second port or port 47registers with port 4-5 all the storage-cap air will pass from out thecap. In passing from a graduation reduction to a graduation reduction orfrom graduation to release the second port given here simply by way ofexample and that I am not to be held rigidly to all the details, forms,and relative arrangements herein displayed; but I reserve-the liberty ofso varying the precise shape and arrangement of the mechanical elementsas may best suit the actual use of my improvements and as the exigenciesof different cases may require, .and in speaking of certain parts asbeing below or above other parts or at the right hand or left hand of apart or in any use of other similar phrases for indicating relativepositions it is to be understood that this is the language ofexplanation merely and that I am by no means confined to any particulara1 rangement, combination, or position.

Having thus described my invention,what I claim as new, and desire tosecure by Letters Patent, is-

1. Ina fluid-pressu re brake mechanism, the combination with means forconducting trainpipe pressure to the brake-cylinder in serviceapplications of thebrakes and for conducting anxiliary-reservoir air tothe brake-cylinder only at emergency times; said reservoir-pressurebeing retained unused except when it flows to the brake-cylinder inemergency aetion,'at which time it is used exclusively; of means forcausing the said applying of the brakes to result from a reduction oftrainpipe pressure.

2. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brake-cylinder, and auxiliary reservoir, of valve mechanismfor conducting train-pipe pressure to the cylinder in graduationapplications of the brakes and for conducting reservoir air to thecylinder only at emergency times; said reservoir-pressure being retainedunused except when it flows to the brake-cylinder in emergency action,at which time it is used exclusively; and means whereby the reduction oftrain-pipe pressure actuates said valve mechanism in applying thebrakes.

3. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brake-cylinder, and auxiliaryreservoir, of valve devices, anabutment exposed to train-pipe pressure, and means whereby reductions ofpressure on one side of said abutment actuate the valve devices andtransfer train-pipe pressure to the cylinder in graduation applications,and reservoir air to the cylinder in emergency applications only, andtrain-pipe air to atmosphere in emergency action.

4. Inafluid-pressure brake mechanism,the combination with thetrain-pipe, brake-cylinder, and auxiliary reservoir, of valve devicescontrollingcommunication between the trainpipe and the brake-cylinderand between the auxiliary reservoir and the brake-cylinder ICC and alsocontrolling an emergency-outlet to atmosphere, a piston or abutmentexposed to train-pipe pressure, and means whereby reductions of pressureon one side of the piston actuate the valve devices to admittrainpipepressure to cylinder in graduation applications, and reservoir-pressureto the cyl inder in emergency applications only, and also to vent thetrain-pipe air to atmosphere in emergency action.

5. Ina flnid-pressnre brake mechanism, in combination with valve devicesfor controlling the flow of train-pipe air to the brakecylinder ingraduation applications and of reservoir air to the cylinder inemergency applications only, a reserve volume of air, and an abutmentoperating said valve devices, which abutment in applying the brakes ismoved by the expansive action of said volume of air on one side thereofand the reduction of train-pipe pressure on the opposite side thereof.

6. In afluid-pressure brake mechanism, in combination with valve devicesfor controlling the flow of train-pipe air to the brakecylinder ingraduation applications and of reservoir air to the cylinder inemergency applications only, a piston or abutment exposed on one side totrain-pipe pressure, a reserve volume of air at train-pipe pressure andacting expansively against the other side of the piston; said piston inapplying the brakes being moved by said expansion of the air -volume onone side thereof and the reduction of train-pipe pressure on itsopposite side; and means for transmitting the impulses of the piston tothe valve devices.

7. In a fluid-pressure brake mechanism, the combination with atrain-pipe, brake-cylinder, and auxiliary reservoir, of valve devicescontrollingcommunication between the trainpipe and the brake-cylinder ingraduation applications of the brakes, and between the auxiliaryreservoir and the brake-cylinder in emergency applications only; apiston exposed to train-pipe pressure on one side and receiving itsimpulses in consequence of reductions in said pressure; means fortransmitting 'theimpulses of the piston to the valve devices; and astorage of air on the other side of the piston and communicating withthe brake-cylinder through the aforesaid valve devices, said air storagebeing entirely separate and distinct from the auxiliary reservoir.

8. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brake-cylinder, and auxiliary reservoir, of valve devicesfor controlling the flow of train-pipe air to the brake-cylinder ingraduation applications and of reservoir air to the cylinder inemergency applications only, a piston exposed to trainpipe pressure onone side and receiving its impulses in consequence of the reductions insaid train-pipe pressure, means for transmitting the impulses of thepiston to the valve devices,a storage of air on the other side of thepiston at train-pipe pressure and having its food automaticallyregulated by the piston,-

movement of the piston for controlling the flow of reservoir air to thecylinder in emergency applications only, and for controlling the flow oftrain-pipe air to the cylinder in all service applications, and adischarge-port for the venting of the storage air in emergency action.

10. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of valves forcontrolling the flow of train-pipe air to the cylinder in all serviceapplications and the flow of reservoir air to the cylinder in emergencyapplications, and a storage of air taken from the train-pipe, a pistonon which said air acts expansively to actuate the valves, and adischarge-port for said air storage which is opened by the piston,itself operating as a valve, when in its emergency position to permitthe escape of the storage air.

11. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of valves forcontrolling the flow of train-pipe air to the cylinder in all serviceapplications and the flow of reservoir air to the cylinder only inemergency applications, a special storage of air separate and distinctfrom the auxiliary reservoir and taken from the train-pipe, a piston orabutment on which said storage of air acts expansively during reductionsof train-pipe pressure to actuate the valves, said storage of airregulating the automatic closing of the graduation-valve aftergraduation act-ion.

12. In a fluid-pressure brake'mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder,of a valve mechanismfor controlling the delivery of trainpipe air to' the cylinder in allgraduation applications, and the delivery of reservoir air to thecylinder in emergency applications only, a piston or abutment exposed totrainpipe pressure and communicating its movements to the valvemechanism, and an ethergency-valve separate and independent from theaforesaid valve mechanism for venting to the atmosphere the entiretrain-pipe air during emergency applications.

13. In a fluid-pressure brake mechanism, the combination with thetrain-pipe,anxiliary reservoir,and brake-cylinder,of a valve mechanismfor controlling the delivery of trainpipe air to the cylinder in allgraduation applications, and the delivery of reservoir air to thecylinder in emergency applications only, a piston exposed totrain-pipe.pressure, an air storage acting to move said piston andregulating the automatic closing of the graduation-valve aftergraduation action, and an emergency-valve separate and independent fromthe aforesaid valve mechanism for discharging to the atmosphere inemergency action the entire train-pipe air and the volume of storageair.

14. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of a valvecontrolling the flow of air from the reservoir to the cylinder, a valveregulating the flow of air from the train-pipe to the cylinder, a pistonexposed normally on one side to train-pipe pressure and receiving itsimpulses in conse quence of the reductions in said train-pipe pressure,a special volume of air separate and distinct from the auxiliaryreservoir and taken from the train-pipe and acting against the otherside of the piston to move the'same during said reductions of train-pipepressure; and means whereby the movements of the piston shift the valvesso that train-pipe air will be used in all service applications andreservoir air reserved intact for emergency action.

15. In a fluid-pressure brake mechanism, means for employing train-pipepressure in graduation or service applications of the brakes, andreserving the auxiliary-reservoir supply intact for emergency uses only,said means consisting essentially in the combination with the main partsof such a brake mechanism, of a reserved volume orstorage of air havingthe functions of controlling the movem cuts of the air between theseveral parts of the mechanism through suitable valve de vices, and alsocooperating with the trainpipe air in service applications of thebrakes, and also regulating the outflow of the trainpipe pressure atemergency times.

16. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder and auxiliary reservoir, of a valve mechanismfor conducting train-pipe pres sure to the cylinder in graduationapplications of the brakes and for conducting reservoir air to thecylinder only at emergency times; and a reserved volume or storage ofair having the function of actuating the said valve mechanism, and alsothe functions of cooperating with the train-pipe air in serviceapplications of the brakes and regulating the outflow of the train-pipepressure at emer gency times.

17. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of valve de-.

vices, a piston exposed to train-pipe pressure, means whereby thefluctuations of pressure on said piston actuate the valve devices andtransfer train-pipe pressure to the cylinder in graduationapplicationsand reservoir air to the cylinder in emergency applications only; and areserved volume of air at trainpipe pressure acting expansively againstthe side of the piston opposite to the train-pipe pressure, and havingthe functions of imparting movement. to said piston, furnishing aquantity of air to cooperate with the trainpipe air in serviceapplications of the brakes, and of controlling the outlet of thetrain-pipe air at emergency times.

18. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of valve devicescontrolling communication between the train pipe and the brake cylinderand between the auxiliary reservoir and the brakecylinder, a pistonexposed to train-pipe pressure on one side, and means whereby thefluctuations of pressure on the piston actuate the valve devices toadmit train-pipe pressure to the cylinder in graduation applications andreservoir-pressure to cylinder in emergency applications only; and areserved volume of air on the opposite side of the piston and having thefunction of acting expansivelyagaiust the piston, said air-volume havingalso the functions of cooperating in service applications of the brakeswith the train-pipe air in its action in the brake-cylinder, and ofcontrolling the outflow to the atmosphere of the train-pipe air atemergency times.

19. In a fluid-pressure brake'mechanism,

in combination with valve devices for'controlling the flow of train-pipeair to the brakeoylinder in graduation applications and of reservoir airto the cylinder in emergency applications only, a reserved volume ofair, a piston, means whereby the piston actuates the valve devices, aport leading from the said air-volume through the valve devices to thebrake-cylinder, a vent-port for said air-VOL ume, all arranged so thatthe air-volume may discharge the functions of moving the piston, ofcooperating with the train-pipe air in the brake-cylinder in serviceapplications of the brakes, and of controlling the outflow anddisposition to atmosphere of the train-pipe air at emergency times.

20. In a fluid-pressure brake mechanism, in combination with the valvedevices for controlling the flow of train-pipe air to the brakecylinderin graduation applications and of re, ervoir air to the cylinder inemergency applications only, a piston exposed on one side totrain-pipepressure, a reserved volume of air taken from the train-pipethrough a suitable feed-port which is controlled by the aforesaid pistonacting as a valve, said reserved volume of air acting expansivelyagainst the other side of the piston and performing the duty offurnishing a supply of air to cooperate With the train-pipe air in thebrake-cylinder during graduation applications of the brakes, in additionto the duty of imparting impulses to the'piston, and means fortransmitting the impulses of the piston to the valve devices.

21. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brake- IIO i the combination with the train-pipe,brakecylinder and auxiliary reservoir, of valve devices controllingcommunication between the train-pipe and the brake cylinder and betweenthe auxiliary reservoir and the brakecylinder, a piston exposed totrain-pipe pressure on one side, means for transmitting the impulses ofthe piston to the valve devices, a storage of air on the other side ofthe piston, a port leading from said air storage to the cylinder andcontrolled by the aforesaid valve devices, said air storage having theseveral functions of acting expansively against the piston, transmittingpressure to the brakecylinder' to cooperate with the train pipe pressurein service applications of the brakes, and regulating the outflow anddischarge of the train-pipe air at emergency times.

22. In a fluid-pressure brake mechanism,

cylinder, and auxiliary reservoir, of valve devices for controlling theflow of train-pipe air to the brake-cylinder in graduation applicationsand of reservoir air to the cylinder in emergency applications only, apiston exposed to train-pipe pressure on one side, means fortransmitting the impulses of the piston to the valve devices, a storageof air on the other side of the piston at train-pipe pressure, afeed-port for said storage covered and controlled automatically by theedge of the piston acting as a valve therefor, said air storage actingexpansively against the piston, a port leading from the storage throughand controlled by the valve devices to the brakecylinder for conveyingpressure from the said storage to the brake-cylinder to cooperate withthe train-pipe pressure in service applications of the brakes.

23. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir and brake-cylinder, of a valvecontrolling the flow of air from the reservoir to the cylinder, a valveregulating the flow of air from the train-pipe to the cylinder, a pistonexposed normally on one side to trainpipe pressure; a volume of airtaken from the train-pipe and acting against the other side of thepiston to move the same during reduction of train-pipe pressure; aportleading from said air volume through the valve devices to thebrake-cylinder; said air volume having the function of supplying anamount of airto assist the train-pipe pressure in its action in thebrake-cylinder during graduation applications, and also of regulatingthe outflow of the train-pipe pressure at emergency times; and meanswhereby the movements of the piston shift the valves so that train-pipeair will be used in all graduation applications and reservoir airreserved intact for emergency application.

24. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brakecylinder, of a valvecontrolling the fiow of air from the reservoir to the cylinder, a valvecontrolling the flow of air from the train-pipe to the cylinder, apiston exposed on one side to train-pipe pressure, a volume of air takenfrom the train-pipe and acting against the other side of the piston tomove the same during reductions of train-pi pe pressure, and meanswhereby the movements of the piston shift the valves so that trainpipeair will be used in all graduation applications and reservoir airreserved intact for emergency action, said means consisting of avibratory lever.

25. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of a valvecontrolling the flow of air from the reservoir to the cylinder, a valvecontrolling the flow of air from the train-pipe to the cylinder, apiston exposed on one side to train-pipe pressure, a volume of air takenfrom the train-pipe and acting against the other side of the piston tomove the sameduring reductions of train-pipe pressure, and means wherebythe movements of the piston shift the valves so that trainpipe air willbe used in all graduation appli= cations and reservoir air reservedintact for emergency action, said means consisting of a vibratory leverengaged by the piston-stem between the bearing of said lever and itsfree end which is applied to move the valves.

26. In a fluid-pressure brake mechanism, the combination withthetrain-pipe, auxiliary reservoir, and brake-cylinder, of a valvecontrolling the flow of air from the reservoir to the cylinder, avalvecontrolling the liowot'air from the train-pipe to the cylinder, a pistonexposed on one side to train-pipe pressure, a

volume of air taken from the train-pipe and acting against the otherside of the piston to move the same during reductions of train-pipepressure, and means whereby the movements of the piston shift the valvesso that trainpipe air will be used in all graduation applications andreservoir air reserved intact for emergency application, said meansconsisting of a vibratory leve'r passing through a slotin thepiston-stem, one end of said lever being applied to move the valveswhile the opposite end is mounted in a bearing, together with means forholding the bearing end of said lever within its bearing.

27. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of a slidevalvehaving an emergency-port in com munication with the reservoir and agraduationport in communication with the train-pipe, said ports beingadapted to register at times with a brake-cylinder supply-port, agraduation-valve arranged axially Within the slidevalve controlling theslide-valve graduationport, and a piston exposed to train-pipe pressureand the reciprocations of which actuate the valves.

28. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brake cylinder and auxiliary reservoir, of a slide-- IIOvalve having an emergency-port in commu nication With the reservoir, agraduationport in comm unication with the train-pipe,and anexhaust-port; said emergency-port being adapted to register Withabrake-cylinder supply-portduring emergency action; said grad uation-portbeing adapted to register with the brake-cylinderport during graduationaction; and said exhaust-port adapted to connect the brake-cylinder Withthe atmosphere during release; a graduation-valve arranged axiallywithin the slide-valve and controlling the slide-valve graduation-port,and a piston exposed to trainpipe pressure for actuating the valves.

29. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of a slidevalvehaving an emergency-port in comm unication with thereservoirandagraduationport in communication with the train-pipe, saidports being adapted to register at times with a brake-cylindersupply-port, a grad uation-valve arranged axially Within the slidevalveand controlling the slide-valve graduation-port, a piston exposed totrain-pipe pressure and the reciprocations of Which actuate the valves,and means for closing the graduation-valve after graduation Withoutdisturbing the position of the slide-valve.

30. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of a slidevalvehaving an emergency-port in communication with the reservoir, agraduation-port in communication with the train-pipe, and anexhaust-port; said emergency-port being adapted to register With abrake-cylinder supply-port during emergency action; said graduation portbeing adapted to register with the brake-cylinder port during graduationaction; said exhaust-port adapted to con nect the brake-cylinder withthe atmosphere during release; a graduation-valve arranged axiallyWithin the slide-valve controlling the slide-valve graduation-port, apiston exposed to train-pipe pressure and the reciprocations of whichactuate the valves, and means for closing the grad nation-valveaftergraduation Without disturbing the position of the slidevalve.

31. In a fiuid pressure brake mechanism, the combination with thetrain-pipe, brakecylinder and auxiliary reservoir, of a 'slidevalvehaving an emergency-port in commu- 5 nication with the reservoir, andagraduationport in communication with the train-pipe, said ports beingadapted to register at times with a brake-cylinder supply-port, agraduation-valve axially Within the slide-valve and controlling theslide-valve graduation-port, a piston controlled by variations oftrain-pipe pressure, and means consisting of a vibratory lever fortransmitting the movements of the piston to actuate the valves.

reservoir-pressure on one side and train-pipe pressure on the other sidethereof, the aforesaid ports being adapted to register at times with abrake-cylinder supply-port, a graduation-valve axially within theslide-valve, a release-port from the brake-cylinder likewise controlledby the slide-valve, and a piston under train-pipe pressure for operatingthe valves. 7 p

In a fluid-pressure.brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of a slidevalvehaving an emergency-port in communication with the reservoir, and agraduationport in communication with the train-pipe, said ports beingadapted to register at times with a brake-cylinder supply-port, agraduation-valve arranged axially within the slidevalve and controllingthe graduation slidevalve port, a piston exposed to fluctuations oftrain-pipe pressure for actuating the valves, and a reserved volume ofair acting expansively against the opposite side of the piston.

34:. In a fluid-pressure brake mechanism,

'the combination with the train-pipe, brakecylinder, and auxiliaryreservoir, of a slidevalve having an emergency-port in communicationWith the reservoir, and a graduationport in communication with thetrain-pipe, said ports being adapted to register-at times With abrake-cylinder supply-port, a graduation-valve arranged axially Withinthe slidevalve and controlling the slide-valve graduation-port, arelease-port controlled by the slide-valve, a piston exposed on one sideto fluctuations of train-pipe pressure, and a reserved storage of airacting expansively against the opposite side of the piston andsaid portsbeing adapted at times to register with a brake-cylinder supply'port, agraduation-valve arranged axially Within the slide-, valve andcontrolling the slide-valve graduation-port, a release-port from thebrake-cylinder controlled by the slide-valve, a piston exposed on oneside to train-pipe pressure, a storage of air on the opposite side ofthe piston which acts expansively against the latter for actuatingthevalves, and a port leading from the stored air to the brakecylinderwhich port is controlled by the aforesaid slidevalve. I

36. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of a slidevalvehaving an emergency-port in com munication with the reservoir, and agraduationport in communication With the train-pipe, said ports beingadapted at times to register with a brake-cylinder supply-port, agraduation-valve arranged axially Within the slidevalve and controllingthe slide-valve graduation-port, a release-port from the brake-cylindercontrolled by the slide-valve, a piston exposed on one side totrain-pipe pressure, a storage of air on the opposite side of the pistonwhich acts expansively against the latter for actuating the valves, aport leading from the stored air to the brake-cylinder through theslide-valve and controlled by the slidevalve as to its opening at thebeginning of graduation and controlled by the graduationvalve as to itsclosing after graduation.

37. I11 a fluid-pressure brake mechanism, the combination with thetrain-pipe, brakecylinder, and auxiliary reservoir, of valve devicesconsisting of slide and graduation valves for regulating the delivery ofair from the train-pipe to the cylinder for all graduation purposes andfrom the reservoir to the cylinder only in emergency action, a pistonoperated by the variations of train-pipe pressure, a vibratory leverengaging the piston-stem and also engaging the valve devices in such amanner as to impart an initial impulse to the graduation-valve and asecondary impulse to the slide-valvesubstantiallyin the manner, at thetime, and for the purpose specified.

38. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of valve devicesfor regulating the How of air from the trainpipe to the cylinder duringall graduation applications of the brakes and from the reservoir to thecylinder only during emergency applications, a piston operated byreductions of train-pipe pressure, means whereby the movement of thepiston is transmitted to operate the valve devices, elastic means forlimiting the travel of the valve devices, and independent elastic meansfor limiting the travel of the piston, said elastic means having thefunction in each instance of more accurately defining the position to beassumed by the said parts fora graduation application of the brakes, andthe same means being adapted to be compressed by the contact of the saidparts therewith during emergency applications.

39. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of valve devicesforregulating the flow of air from the train-pipe to the cylinder duringall graduation applications of the brakes, and from the reservoir to thecylinder during emergency applications only, a piston operated byreductions of train-pipe pressure, means whereby the movement of thepiston is transmitted to operate the valve devices, elastic means forlimiting the travel of the valve devices and thus more accurately definetheir position for a graduation application of the brakes, the samemeans being compressed by the further movement of the valve devicesduring emergency action, and other independent elastic means performingin connection with the travel of the piston the same duty as thatperformed by the aforesaid elastic means in reference to the valvedevices; and an emergency-valve normally held to its seat by a spring,the stem of which valve serves as the aforesaid elastic device foreffecting the travel of the piston.

40. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of means foreliminating the service-valves of one or more triple valves from thetrain series of triple valves without eliminating the emergencyvalves ofthe same triple valves, Which consists of a common abutment foroperating both the service and emergency valves, and means fordisconnecting the abutment operatively from the service-valves.

41. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of a triple valvehaving a piston exposed on one side to trainpipe pressure,service-valves, an emergencyvalve, an air storage which acts expansivelyagainst the other side of the piston, and means for eliminating one ormore service-valves from the train series of valves without eliminatingthe emergency-valves, which means consists of means for disconnectingthe piston operatively from the service-valves.

42. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of means forutilizing the train-pipe pressure for all graduation applications of thebrakes, and the reservoir-pressure for emergency applications only, andmeans for eliminating the servicevalves of one or more triple valvesfrom the train series of triple valves without eliminating theemergency-valves of the same triple valves, which means consists of acommon abutment'for operating both the service and emergency valves, andmeans for disconnecting the abutment operatively from theservice-valves.

43. In a fiuid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of a piston exposedon one side to train-pipe pressure and on its opposite side to a storedvolume of air taken from the train-pipe, said piston being operated bythe reductions of train-pipe pressure, valve devices actuated by thepiston

